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Discussion Starter #1
I've had the TT for almost a year and half and have enjoyed every single minute of it (well, except for that Bilstein fiasco...but I digress...). I've managed to keep her stock power-wise, always wondering what a little more power to an already phenomenal car would be like....well....I'm going full monte. Car is in the hands of the EVOMS crew in Tempe to get some 'tweaks'. Contacted Ian with the original intention of getting the 650 kit. Somehow, I was convinced to invest in the 700/720R kit......wait a sec....775? What the?!!?!? (yes, Ian, I truly hate you)

The 700/720R kit includes
• EVOMSit ECU Chip Switch - Utilizes "On The Fly Switching" with 2 X EPROMS
• EVOMS / SRE Stage 3 Clutch
• EVOMS High Flow VTG Turbochargers w/ Billet Compressor Wheels
• EVOMS ClubSport 44.5mm Exhaust Headers
• EVOMS ClubSport Intercoolers (charge coolers) w/ Silicone Boost Hoses
• EVOMS High Flow Silicone Turbocharger Air Inlet Ducts
• EVOMS Billet Turbocharger Boost Recirculation Valves
• Gaskets, Hardware & Installation Components

I already have a BBI Stage III exhaust with 200 cell cats which I plan on keeping. I may lose a touch of power running the cats, but I'm sure I won't notice.

The 775 upgrade includes

EVOMS ClubSport High Flow Silicone Turbo Air Inlet Ducts
EVOMS ClubSport HED Ignition Coils w/ Denso Platinum Spark Plugs
Bosch 83mm Throttle Body with Larger Intake Plenum
EVOMS Lightweight Billet Underdrive Crank Pulley
EVOMS EVT775 Software Calibration with Optional “Dual Mode” Chip Switch*
Porsche / EVOMS Vacuum Line Update Kit
Porsche Fuel Filter

In addition, getting stainless steel brake lines and a desperately needed brake fluid flush for more stopping power as well as the the GT2 slave cylinder conversion, which I have been waffling over for the last year. Trans is coming out anyway...so, I thought what the heck

Aside from the BBI Stage III exhaust, power is stock...for now.

Some pics from the shop

Coming off the dyno for a baseline run



On the lift



Baseline dyno (she's a strong one)



Baseline Dyno
 

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Discussion Starter #2
* Pulled Bumper, Intercoolers and Exhaust
* Installed EVOMS Clubsport Intercoolers into OEM Cages
* Pulled Transmission in preparation for Clutch and GT2 Master/Slave Conversion
* Installed EVOMS Stage 3 Clutch
* Installed GT2 Slave Conversion

Here are a few pics from today:

Rear Taken Apart:


Transmission Out:


Rogue Transmission:


EVOMS Clubsport Intercoolers Installed in OEM Cages:


Exhaust Removed:
 

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Discussion Starter #3
Naughty bits





IPD Competition Plenum with GT3 TB's arrive


Clubsport IC's



Stock Turbos


Exhaust off


 

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Discussion Starter #4
Front steel brake lines installed for better stopping power




Rear brake lines



Preparing to install the IPD competition plenum/GT3 throttle bodies


GT2 Slave, SRE Stage 3 clutch and transmission installed
 

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Discussion Starter #5
The hardware install is almost finished. Off to the dyno room for some of Todd Z's magic

Still in bits and pieces





OEM crank pulley off


Clubsport crank pulley on


OEM VTG's and manifolds off




EVT VTG's installed




IPD Competition Plenum


With the 82 mm throttle body




Air inlet ducts installed waiting to get mated to the IC's



Clubsport IC's and hoses waiting to go back on


EVOMS BRV's


BBI exhaust and EVT VTG's back on
 

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Discussion Starter #6
Had a nice chat with Todd Z. regarding the dual switch and goals for the race map.
My original intention was to go for 'pump' setting and a full on 'race fuel' map running pure MS109. My thoughts were to maximize power output of the bolt-ons using the highest unleaded octane available. But according to him, 94 would essentially max out the power gains of the upgraded VTG's (i.e. MS109 would provide a good safety net, but wouldn't yield any appreciable gains over 94). Ah well. Guess that saved me a ton of $$ in race fuel

Dyno tuning starts Monday/Tuesday. Car back in my hands next week. WOOT! Stay tuned....

Car in the bullpen waiting for next week. Todd Z. checking out the car
 

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Discussion Starter #7
Car didn't make it onto the dyno until late afternoon. Gave me a chance to scoot over there after work to catch some of the action.
Low and behold, Sharky made a guest appearance from NorCal and was with Todd in the car making pulls.



Didn't get to stay for too long, but apparently something was amiss with the car. Inconsistent power and pulled timing = bad gas? (pump 91 and a 'splash' of 100 (Todd's words, not mine)

Decided to let the car sit tonight, drain the tank tomorrow and give her some fresh MS100.

One of several pulls that night (sorry for the crap iPhone vid)


Hopefully, the maps will be finished tomorrow, programmed into the chip, install the switch, and I get to take her home
 

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Discussion Starter #8
Today was the final day of tuning. Erratic power output and pulled timing yesterday. Something wrong with the car or the fuel. As Sharky alluded to ^^, Todd smelled something amiss with the 100 octane they put in yesterday. To take the fuel out of the troubleshooting equation, plan was to drain the tank and fill with MS109.

Car strapped on the dyno.



PIWIS hooked up to activate the fuel pumps to drain the tank


Emulator hooked up and ready for tuning


John and Ian filling the tank with pure, newly opened VP MS109


Two of the pulls



Best run (sorry, no vid):



After figuring out yesterday's results were from bad fuel, Todd mixed some pump 91 and re-dyno'd. Didn't catch those but was told the power was essentially the same.

Comparing this to the baseline dyno I originally posted, gains were approximately 220 awhp and 210 ft-lbs of tq

I'll (or Ian) will post some dyno plots when they're available.
Due to a bit of a late start, still needed to finish programming, reinstall the rear bumper, and install the dual switch in the cabin = car not ready until tomorrow.
I still haven't driven this thing, but needless to say, I'm excited!
Will post impressions after I get to drive it tomorrow night
 

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Few initial impressions since I picked up the car:

-GT2 clutch slave conversion/Sachs Stg III racing clutch:

First thought: oh s&*t. I'm never going to make it out of the parking lot It's heavy. No doubt about it. I creeped out and did a few gingerly pulls behind EVO. Engagement is much closer to the floor (which I prefer). Not sure I would say I can feel the engagement point better but slipping it as it engages is easier to modulate despite the significantly increased effort (does that make any sense?). This mod would be very annoying in stop/go traffic. Need to break in the clutch for a few hundred miles, so I haven't killed it yet, but so far, I likey

-It's a 'sleeper'
aside from the mish mash of aero I put on the car, it's a relative 'sleeper'. Nothing to distinguish it from a stock-powered turbo at first glance....oh wait....open up that center console....


Very clean install.

-Very streetable
Aside from the clutch, the street manners of the car really haven't change too much. The power comes on much faster than a stocker, but unless your foot is to the floorboard, it's very controllable.

-Getting on it
I have a few stretches of open road behind the house. Thought I would try to get a better sense of how it felt leadfooting it. Well, I can tell you...I really don't know because I couldn't go more than 3/4 throttle at any point. Although somewhat deserted, any cars in front of me would come up VERY quickly even after giving them a pretty wide berth.



-Zero-to-Jail time in 3 seconds flat
Ok, I don't really know how long it would take to get to straight-to-jail time, but it ain't long
No clutch dumping, easy shifts, again 3/4 throttle



I think Santa may bring me a PBox this year, so I all I have for now is worthless butt-dyno data.

Leave you tonight with a glamour pic, courtesy of [email protected]


More with a friend's VW
http://www.flickr.com/photos/1547924...th/5235688023/
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You need to post this over on DB, I'm glad I found you on here to see all this glory!
 
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